São José dos Campos, Brazil
São José dos Campos, Brazil

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Landing gear doors may be opened in an emergency event, e.g., a failure of the normal landing gear actuation system that requires a gravity free-fall deployment. The retractable aircraft landing gear door actuation mechanism will include a landing gear door (12-1) and a door support bracket (22) attached to the landing gear door. The support bracket (22) is attached to aircraft structure (10-1) for pivotal movement about a pivot axis (22-1a) between a closed condition whereby the landing gear door covers an aircraft landing gear when retracted relative to the aircraft structure, and an opened condition whereby the landing gear door is moved laterally and upwardly relative to the aircraft landing gear when extended relative to the aircraft structure. A gear door actuation assembly (40) is operatively connected to the door support bracket (22) for moving the door support bracket and the gear door supported thereby between the closed and opened conditions thereof. The gear door actuation assembly will include an over-the-center spring assembly (50) which assists in pivotal movement of the door support bracket (22) and the gear door (12-1) supported thereby from the closed condition into the opened condition thereof.


Assemblies and methods are provided to allow a temporary alternate door (e.g., an observation door for use during search and rescue (SAR) missions) may be placed in a fuselage opening normally closed by a dedicated personnel door. The assembly may be provided with a central support pole attachable to interior structure of the aircraft fuselage so as to be disposed in an upright position within an interior of the aircraft fuselage (e.g., within the aircrafts cargo hold), and at least one stand-by alternate door (e.g., an observation door) which is sized and configured to be operatively accepted by the aircraft fuselage door opening when the dedicated primary aircraft door is in an opened and stowed condition. Typically a pair of stand-by alternate doors are removably connected to the central support pole so as to be capable of being movably deployed into a position to close the aircraft fuselage opening when disconnected from the central support pole.


Environmental control systems and methods to control environmental temperature of an enclosed space by integrating a passive heat exchange subsystem (e.g., a loop heat pipe (LHP) heat exchange subsystem) having a closed loop heat exchange fluid circuit in heat-exchange relationship with the enclosed space for providing environmental temperature control therewithin, a RAM-air subsystem having a RAM-air circuit for circulating RAM cooling air, and a vapor compression cycle machine (VCM) subsystem having a VCM fluid circuit having a compressor, an evaporator, a condenser and an expansion valve.


An aircraft automatic control system protects structural parameters of an aircraft based on angle of attack protection by use of maximum allowed angle of attack values as a function of dynamic pressure or a combination of parameters that permit computation of dynamic pressure. Example techniques herein limit the wing lift coefficient as a function of dynamic pressure (or velocity) to create a limitation for the maximum lift produced by an aircraft wing.


Assemblies and methods are provided to allow a temporary alternate door (e.g., an observation door for use during search and rescue (SAR) missions) may be placed in a fuselage opening normally closed by a dedicated personnel door. The assembly may be provided with a central support pole attachable to interior structure of the aircraft fuselage so as to be disposed in an upright position within an interior of the aircraft fuselage (e.g., within the aircrafts cargo hold), and at least one stand-by alternate door (e.g., an observation door) which is sized and configured to be operatively accepted by the aircraft fuselage door opening when the dedicated primary aircraft door is in an opened and stowed condition. Typically a pair of stand-by alternate doors are removably connected to the central support pole so as to be capable of being movably deployed into a position to close the aircraft fuselage opening when disconnected from the central support pole.


An aircraft automatic control system protects structural parameters of an aircraft based on angle of attack protection by use of maximum allowed angle of attack values as a function of dynamic pressure or a combination of parameters that permit computation of dynamic pressure. Example techniques herein limit the wing lift coefficient as a function of dynamic pressure (or velocity) to create a limitation for the maximum lift produced by an aircraft wing.


Patent
Embraer SA | Date: 2015-11-30

Pylon fairings for an aircraft turbojet engine mounted below an aircraft wing are provided with inboard and outboard lateral faces which converge rearwardly to form a trailing edge of the pylon fairing and which are positioned so as to contact a portion of a cold flow exiting a fan duct of the turbojet engine, and a bottom face positioned above a hot exhaust flow exiting an exhaust nozzle of the turbojet engine. The trailing edge of the pylon fairing extends in an upward direction relative to an engine longitudinal axis of symmetry between a lower terminus at the bottom face and an upper terminus located at a lower surface of the aircraft wing. The lower terminus is coincident with a longitudinal midplane of the turbojet engine, and the upper terminus is offset in an inboard direction so that the trailing edge of the pylon fairing is cambered in the inboard direction between the lower terminus and the upper terminus.


A system and method for training an aircraft pilot employs a station that delivers training lessons in the form of output and also receives input data from the trainee. An apparatus comprising a computational system is capable of displaying content from different types of media, including virtual reality, augmented reality, and variations. A mixed reality environment interacts with a human being, simulating the response of real objects, and also provides necessary information to achieve Learning Objectives for a specific part of training. A register or record of the interactions is used for evaluation.


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-1.4-2014 | Award Amount: 16.38M | Year: 2015

The EC Flight Path 2050 vision aims to achieve the highest levels of safety to ensure that passengers and freight as well as the air transport system and its infrastructure are protected. However, trends in safety performance over the last decade indicate that the ACARE Vision 2020 safety goal of an 80% reduction of the accident rate is not being achieved. A stronger focus on safety is required. There is a need to start a Joint Research Programme (JRP) on Aviation Safety, aiming for Coordinated Safety Research as well as Safety Research Coordination. The proposed JRP Safety, established under coordination of EREA, is built on European safety priorities, around four main themes with each theme consisting of a small set of projects. Theme 1 (New solutions for todays accidents) aims for breakthrough research with the purpose of enabling a direct, specific, significant risk reduction in the medium term. Theme 2 (Strengthening the capability to manage risk) conducts research on processes and technologies to enable the aviation system actors to achieve near-total control over the safety risk in the air transport system. Theme 3 (Building ultra-resilient systems and operators) conducts research on the improvement of Systems and the Human Operator with the specific aim to improve safety performance under unanticipated circumstances. Theme 4 (Building ultra-resilient vehicles), aims at reducing the effect of external hazards on the aerial vehicle integrity, as well as improving the safety of the cabin environment. To really connect and drive complementary Safety R&D (by EREA) to safety priorities as put forward in the EASA European Aviation Safety plan (EASp) and the EC ACARE Strategic Research and Innovation (RIA)Agenda, Safety Research Coordination activities are proposed. Focus on key priorities that impact the safety level most will significantly increase the leverage effect of the complementary safety Research and Innovation actions planned and performed by EREA.


The present patent of invention describes a recycling process to recover fibrous reinforcing material of composite materials, particularly carbon fiber, primary reactor compound (101), for the controlled pyrolysis and oxidation of the composite material matrix (resin) at low temperature (400C to 500C) and a system for treating waste gases produced by thermal decomposition of composite material matrixes which employs a secondary reactor (201), containing within the same a thermal plasma arc (211). The main characteristic of the process, within the scope of the carbon fiber recycling, is the possibility of maintaining the fabric web, obtaining fabrics made of pure carbon fiber, without a significant amount of residues and preserving their structural characteristics. The thermal plasma allows managing high temperatures (2,000C to 15,000C) in a controlled atmosphere, which allows the dissociation of long chains of molecules into ions that are recombined to produce combustible gases and other acid or alkaline gases that are easily neutralized and retained in gas cleaning systems.

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